Car construction.



W. J. TOLLERTON.

OAR CONSTRUCTION.

APPLICATION FILED JAN. 20, 1913.

Patented Dec. 23, 1913.

3 SHEETS-SHEET 1.

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GAR CONSTRUCTION.

APPLICATION FILED JAN. 20, 1913.

Patented Dec. 23, 1913.

3 SHEETS-SHEET 2.

7 M97232? hzZzam Jmevgaaenzb a W. J. TOLLER OAR CONSTRUCTION.

APPLICATION FILED JAN. 20, 1913.

"?D Patented Dec. 23, 1913.

WILLIAM JAMES TOIiLERION, OF CHICAGO, ILLINOIS.

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Sp ecifloation of Letters Patent.

Patented Dec. 23, 1913.

Application filed January 20, 1918. Serial No. 742,986.

To all whom it may concern:

Be it known that 1, WILLIAM JAMns Ton- LERTON, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented new and useful Improvements in Car Construction, of which the following is a full, clear, and exact description.

M invention relates to freight cars, and particularly to what is known as steel-upper frame housing cars with sides consisting of one or more thicknesses of sheathing on the inside ofthe studding or skeleton.

Heretofore freight cars used for carrying grain developed leaks, art cularly through the'joints between the coring and side sheathing, and a great deal of trouble, as well as expense hasbeen experienced in getting a gram-tight oint at this 1unct1on. Several methods for preventing this leakage of grain have been adopted but they were, at best, only partially satisfactory, because of the fact that the lumber used for the sheathing and the flooring tends to shrink in drying out, and thus open up. the joints between the same.

The object of my inventlon is to provide means, involving very slight changes in the structure of the car, to overcome this leakage between the sheathing and the side or end sill, and flooring and slde or end sill, which can be relied upon to hold the floor and the sheathing in their relative positions and prevent the opening of the joints between them.

Another object of my invention is to make the means embodying the same applicable either to cars having underframes using well-known commercial metal forms for the side and end sills thereof, or underframes having especially rolled or cast forms for the same.

These and other valuable results are obtained by the means hereinafter fully described, and as particularly pointed out in the claims.

In the drawings: Figure 1 is a transverse section of one side of the superstructure or box of acar to which my invention is applied. Fig. 2 is an enlarged view in cross-section of a fragment of the car including its side-sill and adjacent portions of the flooring and sheathing. Figs. 3, 4, 5 and 6 show cross-sections of modifications of the sill and sill-plate used for connecting the flooring and sheathing together. Fig.

, 7 shows a transverse section, on the same scale as Fig. 2, of a modified form of my invention that dispenses with the sill-plate. Figs. 8, 9, 10, 11, 12 and 13, respectively, show in section modified forms of the sill shown in Fig. 7. Fig.,1 l-illustrates a modified form of my invention that embodies features present in both the constructions shown in Figs. 2 and 7. Figs. 15 and 16 also show yet other modifications of my invention.

My improvements may be embodied, in

one form, in a freight car while in course of construction, or maybe introduced in a slightly changed form in rebuilt freight cars either when a new superstructure is mounted upon an old underframe, or viceversa. The following description is devoted toa variety of structural shapes by means of which said improvements may be accomplished, and I particularly desire to be understood as comprehending each and all of them as within the scope of my invention.

My invention affects the physical relation of the marginal sills of the underframe of the car,and the floor timbers and the sheathing of the side and end walls thereof, and it can be used in connection with metal underframes of almost any design having side-sills only, or side-sills and end-sills made from rolled, pressed or cast metal commercial forms, of any shape -or section considered as suitable for use as such members by the designer or builder of the car. Referring more particularly to Fig. 2 of the drawings, A represents Z-bar' side-sills of the metal underframe of a car, and in so .far as my invention is concerned said sills may be applied to any style of a car in connection with which my improvements are desirable, whether a gondola, a box, a steel housing car, or otherwise. 13 represents the flooring of the car, which, preferably, consists of wood of suitable thickness, and O represents the wooden sidesheathing, the lower strip of which has its lower edge provided with a longitudinal groove 0.

Retained on the upper horizontal flange of the Z-bar is a flat metal sill-plate D, the longitudinal edges of which are up-turned to provide longitudinal ribs or tenons d and e, and forming, practically, a channel-beam, This plate is, preferably, of a width corresponding to the distance between the free edge of the upper flange of the Z-bar and the vertical plane of the inner surface of the verplate D, and thus make a tight joint, subtical web thereof, and said plate is suitably retained on the upper surface of the upper flan e of said Z-bar sill by rivets E located, pref erably, midway between ribs d and e.

WVhen the walls of a car are of a single thickness of matched lumber sheathing, the

. outer side of the sheathing strips are usually placed in the same vertical plane as the outer surface of the vertical web of the Z-bar s1 ll, and when securing the sill-plate D to its s1l1 it is placed so that the rib or tenon d thereof will enter the groove 0 in the lower edge of the lower strip of sheathing C, and, I prefer to make the lip of said lower strip lapping the outside of the rib d longer than the lip lapping the inside of the same, so that .the edge of one lip will bear against the Z- -bar adjacent to the upper angle thereof,'and

the other lip against the upper surface of tie the said flooring and sheathing together.

lVhen the sheathing and flooring of the car are thus held together by the sill-plate, a grain-tight joint will result regardless of the expansion and contraction of the wood.

In Fig. 3 of the drawings, the side-slll E is made of a pressed steel channel-iron (of which only the upper portion is shown). and the sill-plate F is substantially the same in construction as plate D, hereinbefore described, excepting that one longitudinal rib f is made by turning one longitudinal edge upward and the other longitudinal rib g or tenon is set back and arises a short distance from the opposite edge thereof.

The modification, shown in Fig. 4 of the drawings, differs from the construction shown in Fig. 2, only to the extent of making the side-sill H thereof of an angle-iron shape instead of a Z-bar.. The sill-plate G used in connection therewith is constructed just like sill-plate D and is similarly secured to the angle-iron.

In Fig. 5, of the side-sill I is an angle-iron and the sill-plate i has but one rib or tenon k that projects upward therefrom a short distance back from the outer longitudinal edge of the plate. In this form of my improvements the rib for interlocking with the ends of the flooring strips is dispensed with, and tenon-h thereof, which enters the groove in the lower edge of the lower strip of the sheathing, is depended upon to prevent the joint between the same and the side-sill from leaking.

In Fig. 6, I show a Z-bar marginal (side or end) sill J, substantially similar to that shown in Fig, 2, but the plate K, used in connection therewith, is wider than plate D, shown in Fig. 2, and, instead of having its two ribs or tenons project to a corresponding extent therefrom the outer tenon thereof projects a. distance, greatly exceeding the projection of the inner tenon 76. When sillplate K is secured to sidesill J, the outer edge thereof is placed flush with the outer surface of the vertical web of the side-sill and when the sheathing is mounted upon the plate, the outer tenon 7' forms a lap-joint with the lower strip of sheathing, and fulfils the same function as tenon d of plate D, shown in Fig. 2 of the drawings.

In Figs. 7, 8, 9, 1( 11, Y12 and 13, I show speclal forms of rolled, pressed or cast metal beams for use as side or end sills that enable me to dispense with the sill-plates, shown in the first six figures of the drawings. s

In the construction shown in Fig. 7 of the drawings, the marginal (either side or' end) sill 2 consists of a Z-bar, theupper flange of which projects toward the center of width of the car, and has two longitudinal integral ribs or tenons projecting u'p-.

ward therefrom that take the placeofthe ribs or tenons of the sill-plates, hereinbefore described. One of these tenons, 3, is formed by turning upward the inner longitudinal edge of said upper flange, andthe other, 4, projects upward to a corresponding-extent a short distance back from the upper angle of the side-sill, substantially as shown. The lower strip of sheathing, .5, used in conjunction with this Z-bar side-sill, 2, is seated edgewise upon the sill so that tenon, 4, will, enter the groove in the lower edge of the; sheathing, and the flooring strips 6,- are grooved in the same manner, as shown in Fig. 2 of the drawings, and are engaged by the tenon, 3, and are thus tied to the sheathing and make such a jointure with the sill as to prevent leakage between the same.

In Fig. 8, I show an angle-iron side-sill 7 having integral longitudinal tenons 8 and 9 projecting upward from the horizontal portions thereof, in substantially the same relative positions as tenons 3 and 4 of the sill, shown inFig. 7.

In Fig. 9 of the drawings, I showa channel-iron 10 having tenons 12 and 13proj ecting upward from the upper flange thereof in substantially the same manner as the tenons project upward from the forms used for sills, shown in Figs. 7 and 8.

Fig. 10 of the drawings shows a T-iron sill' 14; Fig. 11 of the drawings'shows a deck-beam sill 15, and Fig. 12 thereof shows an I-beam sill 16, and each of these sills hasimam: a

two parallel tenons 17 and 18, projecting upward from their upper flanges insubstan tially the same manner as the tenons project from the upper flanges of the sills shown in Figs. 7, 8 and 9 of the. drawings.

Fig. 13 illustrates a" section of a sill 19 made from a suitable rolled, pressed, or cast metal beam in which the upper flange 20,

1 thereof, is provided with but one longitudinally disposed tenon 21, which latter is made integral with the beam and projects upward therefrom in a position set back a slight distance from the upper angle of the beam. In

the event a sill of this construction is used;

when the sides of the car are being built, the tenon 21 is made to enter the groove in the lower edge of the lower strip of sheathing, in the same manner that tenon 4 of the sill shown in Fig. 7 ofthe drawings does. The flooring, however, simply rests upon and is bolted or otherwise; secured to the upper flange 20. In this Fig. 13, sill 19 is shown to consist of a Z-bar section. It is obvious, however, that any other shaped section could be used just as efficaciously.

In Fig. 14 of the drawings, I show yet another modification of my invention that consists of a hybrid of the designs of my improved sills employing a sill-plate and the designs thereof consisting of specially constructed metal beams, as hereinbefore described. In this modification, the sill 22 is shown to consist of a Z-bar, but it will be understood it can be made of any other rolled, pressed or cast metal form suitable for sills. The inner edge of the upper flange of this sill is turned upward to provide a tenon, 23, and mounted upon and secured to this upper flange, is a sill-plate 24, consisting of a straight fiat metal plate of a width, preferably, not exceeding the distance between the vertical planes of tenon 23 and the vertical web of the sill. When this plate is placed upon the sill, one longitudinal edge thereof is placed against tenon 23, and its opposite edge will be in about the same rela' tive plane to the vertical plane of the vertical web as the plane of the corresponding edge of plate D is to the vertical web of the sill A, shown in Fig. 2 of the drawings, and is turned upward in a manner similar thereto to provide a tenon 25'. Thus constructe the modification of my invention illustrated in said Fig. 14., the 'sheathing'and the flooring of the car are assembled in the same manner and accomplish the same results as the construction shown in said Fig. 2.

The end-sills of car-underframes are sometimes made of cast-metal and sometimes terlocking withv the tenon projecting upward from the upper flange of the end-sill or from the sill'plate secured thereto, just as conveniently and as effectively as the means employed to make a tight joint with the side-sill. I wish, therefore,'to be considered as broadly contemplating the use of the cast-metal, rolled metal, or pressed metal shapes, hereinbefore described, in the construction of the parts of my invention, in whatsoever part of the u'ndertrame they are used, and I alsodesire to be understood as broadly contemplating the use of one tenon .pr two in these shapes, and as broadly claiming the employment of longitudinal tenons to engage the sheathing and the floor strips whether integral with said metal shapes or in a built-up meta-l shape, or made part of a separate element, such as a sill-plate, and then connected thereto, as coming within the scope of my invention.

In Figs. 15 and 16' of the drawings, I show yet other modifications of my invention that utilize a plurality of tenons for effecting a grain-tight joint at the juncture of the sheathing and flooring. In Fig. 15, I show a construction very similar to that illustrated in Fig. 2 of the drawings, excepting that the sill-plate'35 (which is supported upon the Z-bar sill 31) has three longitudinal tenons 26, 27 and 28 projecting upward from its upper surface; tenons 26 and 28 project upward from the longitudinal edges of plate 35 and tenon 27 projects upward at a point between the same. As shown, tenons 26 and 27 engage rabbets in the outer and inner angles of the lower edge of the sheathing 29, and tenon 28 engages a transversegroove in the under stepped end portions of the floor timbers 30. Teno-n 27 may be placed over nearer tenon 26 than as shown, if desired, and be made to engage a rabbet in the meeting edges of both the sheathing and'thc floor timbers.

In Fig. 16 of the drawings, the construction is similar to that shown in Fig. 7, excepting that the upper flange of the Z-bar sill 32 is provided with three integral longit-udinal tenons 33, 34 and 36. The lower edge of the lower strip of sheathing 37 is seated between tenons 34 and 36, and the tenons 34 and 33, respectively, engage the chamfered end edge and a transverse groove in floor-timbers 38.

What I claim as new is:

1. A car comprising horizontally disposed floor strips, vertical walls consisting of sheathing strips one of which latter has a groove, and means ossessing a tenon extending parallel to t e adjacent, side of the car and entering said groove and adapted to support the adjacent ends of the floor strips and unite the same and sheathing.

2.. A car comprising horizontally disposed floor strips, and vertical walls consisting of sheathing strips both of which have grooves, and means possessing a plurality of tenons extending parallel to the adjacent side of the car and entering said groove for uniting said flooring and sheathing.

3. A car comprising horizontally, disposed floor strips having transverse grooves in their undersides adjacent their ends, vertical walls consisting of sheathing strips the .means connected with said sills possessing a tenon that enters said groove, which means are adapted to support the adjacent ends of the floor strips and make a tight joint between the lower edge of'said sheathing and said sill.

A car comprising an underframe having marginal sills consisting of metal beams. floor timbers supported thereby, vertical walls consisting of sheathing also supported thereby, and means connected with said sills including a plurality of tenons that respectively engage the lower edge of said sheathing and the ends of said timbers and unite the same and making a tight joint between the same and said sills.

(3. A car comprising an underframe having marginal metal sills, horizontally disposed floor timbers the ends of which are supported by said sills and have transverse grooves in their under surfaces, vertical walls consisting of sheathing strips the lower edge of the lower strip of which is provided with a longitudinal groove, and

means possessing two tenons that enter said grooves and unite said flooring and sheathing and making a tight joint between them and said sill.

T. A car comprising an underframe having marginal metal sills, walls consisting of horizontally disposed sheathing supported thereby, the lower edge of the lower strip of which is provided with a longitudinal groove, and an upwardly projecting tenon connected to said sills and entering said groove, said tenon extending longitudinally in a plane set back from the vertical plane of the outer surface of the vertical web of said sills.

8. A car comprising an underframe having marginal metal sills each having an upper horizontal flange, floor strips, walls consisting of sheathing strips supported 9. A car comprising an underframe having marginal metal sills each having an upper horizontal flange, floor strips, walls con sisting of sheathing strips supported upon said flanges, the lower edge of the lowermost strip of which is provided with a longitudinal groove, a plurality of upwardly projecting tenons connected to said flange one of which is located parallel to and is positioned in a plane set back from the upper angle of said sill and engages the groove in said sheathing strip and the other tenon of which engages and enters said floor-strips and is adapted to support the same.

10. A car comprising an underframe having marginal metal sills, separate longitudinal horizontally disposed plates retained on the upper sides thereof each having an upwardly projecting tenon, walls consisting of sheathing strips resting upon said plates and engaged by said tenons, and floor timbers the ends of which rest upon said plates between the sheathing of the sides of the car.

11. A car element consisting of a metal beam of substantially angular form having an upper flange, and a tenon arising from the longitudinal edge thereof opposite the upper angle of the same. 4

12. A car element consisting of a metal beam of substantially angular form having an upper flange and having two longitudinal tenons one of which arises from the longitudinal edge of said flange opposite the upper angle of the same, and the other of which tenon arises from a position parallel to but set back from said angle between the same and the opposite longitudinal edge of said flange.

13. A car element comprising a metal beam of substantially angular form and a separate longitudinally disposed horizontal metal plate secured to the upper flange thereof, which plate has a longitudinal u'pwardly projecting tenon.

14. A car element comprising a metal beam of substantially angular form and a separate longitudinally disposed horizontal metal plate secured to the upper flange thereof, which plate has a longitudinal tenon projecting upward between the longitudinal edges thereof.

15. A car element comprising a metal beam of substantially angular form, and a separate longitudinally disposed horizontal metal plate secured to the upper flange thereof, which plate has a plurality of longitudinal tenons projecting upward therefrom.

16. A car comprising-a rectangular unoewe In witness whereof I have hereunto set my hand this 13th day of January, 1913.

WILLIAM JAMES TOLLERTON.

Witnesses:

J. M. BYRNE, E. K. LUNDY. 

